Cylinder system with relative motion occupying structure

ABSTRACT

Implementations are disclosed herein that relate to a cylinder occupying structure. An example provides a cylinder system comprising a mechanical cylinder including an internal space in which a fluid is introduced, and a piston configured for reciprocating motion in the internal space, and a cylinder occupying structure including an insertion rod acting as a second piston, wherein the insertion rod is variably inserted into, and retracted from, the internal space of the cylinder in correspondence with the reciprocating motion of the piston and where parts of the insertion rod and the piston may surround the combustion space.

CROSS REFERENCE TO RELATED APPLICATIONS

This U.S. non-provisional patent application is a continuation-in-partof co-pending U.S. non-provisional patent application Ser. No.15/847,711, filed on Dec. 19, 2017, which is incorporated-by-referenceherein in its entirety.

FIELD OF THE INVENTION

The present invention relates generally to mechanical devices used toperform work, and more particularly to hydraulic and combustioncylinders.

BACKGROUND OF THE INVENTION

A wide variety of devices utilize cylinders to perform mechanicalfunctions and produce useful work. A typical internal combustion engine(ICE), for example, employs a number of cylinders in which a fuel-airmixture is compressed and combusted to produce work that is imparted toa respective reciprocating piston. Each piston may be coupled to acrankshaft, with which forces imparted to the pistons can betransmitted, through various intermediate devices, to the wheels of avehicle to thereby propel the vehicle.

Non-ICE engines and other devices may utilize cylinders in producingwork. A hydraulic system, for example, may employ a cylinder having apiston operable to push hydraulic fluid in the cylinder, where pressureapplied to the hydraulic fluid by the piston can be transmitted to othercomponents in the hydraulic system in accordance with Pascal'sprinciple. As a specific example, a hydraulic lift may employ twohydraulic cylinders in fluidic communication to obtain a multiplicationin output force: an output cylinder used to lift an object such as avehicle may be configured with a larger area throughout which the outputforce is distributed so as to multiply the input force applied to aninput cylinder having a relatively smaller area throughout which theinput force is applied.

When configured for use in an ICE, hydraulic system, or in othercontexts, a typical cylinder produces output (e.g., power, force) thatis proportional to its stroke volume (e.g., the volume through which apiston surface travels) which is the product of a piston surface andstroke distance (e.g., the axial distance through which the pistonsurface travels). Accordingly, previous systems (e.g., gasoline anddiesel ICEs) have turned to increased stroke volumes and/or distances toincrease cylinder output. Increasing stroke volume and/or distance maystipulate an increase in cylinder dimensions and thus cylinder mass,however, reducing the overall economy of an engine and vehicle in whichsuch enlarged cylinders are used.

Other approaches to increasing engine/vehicle economy may include theuse of a recovery system. Hydraulic cylinders, for example, may becoupled to a hydraulic or turbo charger or to an electrical recoverysystem, though such recovery systems frequently exhibit limitedefficiencies (e.g., 20-30%) especially when they work against a highinitial pressure around 1000 psi. In the case of a hydraulic recoverysystem, in which unused mechanical forces may be redirected to pumpfluids into a pressure accumulating storage chamber for later cylinderintake, the operating fluid intake may be originally accumulated underlow efficiency recycling methods based on pumping against high headaccumulators. Minimizing requirements of the upper limits of compressionratios is a way to provide better energy recovery results in a vehicle.While pressurized fluid input or cylinder input pressure can be reducedto increase overall hydraulic system efficiency, cylinder output maycorrespondingly decrease, as in some configurations the output power ofa hydraulic cylinder is proportional to the product of effective headpressure and fluid flow. Moreover, the limited efficiency ofcylinder-based systems is further compounded when considering the energyexpended in producing the compressed fluids provided as input to acylinder, such as the energy required to accumulate pressurized fluidfor hydraulic cylinders, and the energy required to refine and transportcombustible fuel for combustion cylinders.

Direct injection engine methods have been implemented for the purpose ofsatisfying clean environment requirements, but it has become morechallenging to satisfy such requirements. Two stroke engines, forexample, which are desired for having lesser moving parts, arecompletely prohibited in certain areas due to their tendency ofreleasing excessive amounts of non-completely burned exhaust and it isalso not energy effective due to losing compressed fluids before theyenter into a next combustion phase. Wankel rotary engines are favorablebecause they have less parts, but are limited in their energy output.

The existing throttle method for slowing down a vehicle is usually donethrough releasing a non-completely burned fluid during expansioncylinder stroke to release pressure that is acting on its piston. Fluidintake pathways in direct injection engines, suffer from buildup ofunburned exhaust that may leak backward within the engine. Further,releasing non-burned fluid causes pollution and is a waste of fuel.Further, it is known that higher initial pressures in superchargedengines cause high temperatures and subsequent damage due to hightemperatures.

In view of the above, there exists a need for a mechanism to meetenvironmental requirements of a combustion engine by optimizing cylinderpressure while minimizing the release of unburned fluids or losingcompressed fluids, while still achieving excellent power output.

SUMMARY OF THE INVENTION

This summary is provided to introduce a selection of concepts in asimplified form that are further described below in the detaileddescription. This summary is not intended to identify key features ofessential features of the claimed subject matter, nor is it intended tobe used to limit the scope of the claimed subject matter. Furthermore,the claimed subject matter is not limited to implementations that solveany or all disadvantages noted in any part of this disclosure.

According to embodiments of the present disclosure, a cylinder system isdisclosed, the cylinder system comprising a mechanical cylinderincluding an internal space in which a fluid is introduced, and acrankshaft piston configured for reciprocating motion in the internalspace; and a cylinder occupying structure including an insertion rod,wherein the insertion rod is variably advanced into, and retracted from,the internal space of the cylinder in correspondence with thereciprocating motion of the crankshaft piston and wherein the insertionrod partially or completely contains or surrounds a combustion space.

In another aspect, the insertion rod displaces a portion of the internalspace, such that a volume of the internal space occupied by the fluid isless than an intrinsic volume of the internal space.

In another aspect, the insertion rod reduces a fluid intakecorresponding to a given stroke of the crankshaft piston.

In another aspect, the insertion rod may be a fixed structure, or it mayperform as a second piston that may, through a mechanical link, magneticcontrol, or hydraulic communication, add a secondary force toselectively, dynamically, and controllably increase and/or decreasecylinder internal pressure during expansion or compression strokes,respectively, as required by the particular application of the system.

In another aspect, triggering the electromagnetic actuator at eachmechanical cycle is substantially initiated by mechanical or magneticsensors that monitor and respond to throttle pedal position.

In another aspect, the cylinder system further comprises a controllermechanism configured to control the cylinder occupying structure via anelectromagnetic actuator.

In another aspect, the electromagnetic actuator includes, in oneembodiment, an electrical system configured to supply a DC current to acoil and thereby generate a magnetic field, and comprising anon-alternating poles orientation configured to apply its forces aseither a repelling or attraction action to change or enforce themovement of the insertion rod during an expansion stroke.

In another aspect, the magnetic field interacts with a permanent magnetin the insertion rod to variably remove the insertion rod from, theinternal space of the cylinder during the expansion stroke.

In another aspect, the insertion rod is variably advanced into theinternal space of the cylinder via a mechanical actuator, or via ahydraulic charger.

In another aspect, the insertion rod is advanced into the internal spaceof the cylinder during an expansion stroke of the cylinder, theexpansion stroke primarily initiated by forces of combustion, and theinsertion rod is retracted from the internal space of the cylinderduring a compression stroke of the cylinder, along with the retractingcrankshaft piston.

In another aspect, the cylinder is a hydraulic cylinder, and the fluidis a hydraulic fluid primarily injected within a space surrounded by acrankshaft piston and the insertion rod (occupying structure).

In another aspect, the cylinder is a combustion cylinder, and the fluidis a combustible fluid.

In another aspect, the insertion rod undergoes motion at a substantiallysame rate as the crankshaft piston and in the same or opposite directionof the crankshaft piston's location during an expansion stroke and inthe same direction as the crankshaft piston's location during thecompression stroke.

In another example, disclosed is cylinder system, comprising: amechanical engine cylinder including an internal space in which a fluidis introduced, and a crankshaft piston configured for reciprocatingmotion in the internal space, and a cylinder occupying structureincluding an insertion rod being a second piston, wherein the insertionrod is variably advanced into, and retracted from, the internal space ofthe cylinder in correspondence with the reciprocating motion of thecrankshaft piston.

In another aspect, the insertion rod displaces a portion of the internalspace, such that a volume of the internal space occupied by the fluid isless than an intrinsic volume of the internal space.

In another aspect, the insertion rod reduces a fluid intakecorresponding to a given stroke of the crankshaft piston.

In another aspect, the system further comprises a controller configuredto control the cylinder occupying structure via an electromagneticactuator or via a hydraulic or turbo charger.

In another aspect, the electromagnetic actuator includes an electricalsystem configured to supply a DC current to a coil and thereby generatea magnetic field dedicated to provide dedicated repelling or attractionforces.

In another aspect, the magnetic field interacts with a permanent magnetin the insertion rod to variably advance or retract the insertionwithin, the internal space of the cylinder during an expansion stroke.

In another aspect, the insertion rod is variably inserted into, andretracted from, the internal space of the cylinder via a mechanicalactuator.

In another aspect, the mechanical hydraulic or turbo actuator includes aspring that converts kinetic energy of the insertion rod into potentialenergy of the spring.

In another aspect, the insertion rod is advanced into the internal spaceof the cylinder during an expansion stroke of the cylinder, and whereinthe insertion rod is completely retracted from the internal space of thecylinder during a compression stroke of the cylinder; and wherein theinsertion rod is further advanced or retracted from a certain positionduring an expansion stroke.

Disclosed as yet another example is: at a mechanical cylinder systemincluding a cylinder, a method, comprising: actuating a crankshaftpiston of the cylinder during an expansion stroke in a first direction,during the expansion stroke, advancing a cylinder occupying structureinto an internal space of the cylinder in correspondence with motion ofthe crankshaft piston, actuating the crankshaft piston of the cylinderduring a compression stroke in a second direction substantially oppositeto the first direction, and during the compression stroke, retractingthe cylinder occupying structure from the internal space of the cylinderin correspondence with the motion of the crankshaft piston.

In another aspect, the combustion space is partially contained orsurrounded by the body of the insertion rod.

In another aspect, the internal surface of the actuating crankshaftpiston partly or completely has a cone shape.

In another aspect, the insertion rod is a second cylinder that maychange the direction of its acceleration during an expansion stroke.

Disclosed as another example is, a method of performing 2 engine strokesper cylinder combustion, using 2 internal pistons where such two pistonsprovide four stroke functions of a four-stroke engine including airintake, air compression, power stroke and exhaust strokes.

Disclosed as another example is, a method of increasing engineacceleration by increasing the internal cylinder pressure through thedelivery of compressed fluid in the space behind an insertion rod.

As another example, disclosed is a method of decelerating an enginethrough moving an insertion rod piston in an opposite direction of thecrank shaft, causing a decrease in cylinder internal pressure and adecrease in crank shaft power without the need for an early release ofthe unburned exhaust.

In another aspect, the cylinder occupying structure is further advancedand retracted via an electromagnetic actuator, hydraulic presssupercharger or turbocharger.

In another example, disclosed is a method for hybridelectromagnet-petrol cylinder drive, or hybrid hydraulic-petrol cylinderdrive where a second piston communicates secondary pressure forces to acrank shaft linked piston.

In another aspect, the electromagnetic actuator includes an electricalsystem configured to supply current to one or more coils and therebygenerate one or more magnetic fields.

Disclosed in another example is a method of enhancing an energy returnof a second piston linked electromagnet by assigning such electromagneta one repelling or attraction task.

In another aspect, the cylinder occupying structure is advanced andretracted via a mechanical actuator.

In another aspect, the mechanical actuator includes a spring thatconverts kinetic energy of the insertion rod into potential energy ofthe spring.

In another aspect, the cylinder is a combustion cylinder, the methodfurther comprising injecting a combustible fuel into the cylinder priorto the compression stroke.

In another aspect, the cylinder is a hydraulic cylinder, the methodfurther comprising compressing, via the cylinder, a hydraulic fluidduring the compression stroke.

Disclosed in another example is a cylinder system comprising: amechanical engine cylinder including an internal space in which a fixednon-moving occupying structure is installed surrounding a combustionspace, engaged with part of the reciprocating crankshaft piston in a waywhere combustion pressure is applied to smaller surface area of thecrankshaft piston during an early part of the expansion stroke and tobigger surface area of the crankshaft piston during a later part of theexpansion stroke.

Disclosed in yet another example is a cylinder system, comprising: amechanical engine cylinder including an internal space in which a fluidis introduced, and a crankshaft piston configured for reciprocatingmotion in the internal space, a cylinder occupying structure includingan insertion rod as a second piston, wherein the insertion rod isvariably advanced as a second piston in a first direction during anexpansion stroke of the cylinder, and retracted from in a seconddirection substantially opposite to first direction during a compressionstroke wherein the insertion rod partially surrounds the combustionspace, wherein the cylinder occupying structure is moved initially bythe combustion forces to a certain distance after which it furtheradvances or retracts by an electromagnetic or hydraulic actuator.

Disclosed as yet another example, is a mechanical engine cylindersystem, comprising: a cylinder including an internal space, an occupyingstructure, and a crankshaft piston, wherein the internal space of thecylinder is modified by the occupying structure such that combustionpressure applied to the crankshaft piston is applied to a smallersurface area of the crankshaft piston during an early part of anexpansion stroke and to a larger surface area of the crankshaft pistonduring a later part of the expansion stroke.

In another aspect, the system is configured such that combustion occurswithin a cavity of the occupying structure to apply combustion pressureto both the occupying structure and the crankshaft piston.

In another aspect, the occupying structure is a movable structurerelative to the cylinder, and wherein movement of the occupyingstructure controlled by one or more forces applied by a forceapplication mechanism.

In another aspect, the force application mechanism is responsive tothrottle position by way of throttle position sensors such that one ormore forces applied to the occupying structure are dependent on throttleposition.

In another aspect, the force application mechanism is configured toapply a retracting force to the occupying structure during the expansionstroke.

In another aspect, the force application mechanism is configured toapply an advancing force to the occupying structure during the expansionstroke.

In another aspect, the system is configured to partially execute acompression stroke function during the expansion stroke by pumping freshair behind the occupying structure via the force application mechanism.

In another aspect, the system is configured to perform intake,compression, expansion, and exhaust functions within two strokes percombustion.

In another aspect, the force application mechanism includes anelectromagnetic actuator.

In another aspect, the force application mechanism includes a hydraulicsystem.

In another aspect, the force application mechanism includes a forcedinduction system.

In another aspect, the system is configured to deliver fluid to anintake side of the occupying structure to increase cylinder pressure andengine acceleration.

In another aspect, the system is configured to cause engine decelerationby applying a retracting force to the occupying structure.

In another aspect, the system is configured to cause engine accelerationby applying an advancing force to the occupying structure.

In another aspect, the system is configured to have the initial movementof the occupying structure drag the combustion fluids and forces in thedirection of the camshaft piston to absorb part of the engine vibrationforces.

In another aspect, the occupying structure changes direction during theexpansion stroke.

In another aspect, the system is configured to perform intake,compression, expansion, and exhaust functions within two strokes percombustion.

These and other objects, features, and advantages of the presentinvention will become more readily apparent from the attached drawingsand the detailed description of the preferred embodiments, which follow.

BRIEF DESCRIPTION OF THE DRAWINGS

The preferred embodiments of the claimed subject matter will hereinafterbe described in conjunction with the appended drawings provided toillustrate and not to limit the scope of the claimed subject matter,where like designations denote like elements, and in which:

FIG. 1 schematically shows an example of an engine system including animproved cylinder system, in accordance with aspects of the presentdisclosure;

FIG. 2 shows a first exemplary cylinder occupying structure, inaccordance with aspects of the present disclosure;

FIG. 3 shows a cross sectional view taken along plane 1A-1A in FIG. 2,in accordance with aspects of the present disclosure;

FIG. 4 shows a second exemplary cylinder occupying system, in accordancewith aspects of the present disclosure;

FIG. 5 shows a cross sectional view taken along plane 2A-2A in FIG. 4,in accordance with aspects of the present disclosure;

FIG. 6 shows a detail view of detail 2B of the second exemplary cylinderoccupying system of FIG. 5, in accordance with aspects of the presentdisclosure;

FIG. 7 schematically shows various components of an exemplary cylinderoccupying system, in accordance with aspects of the present disclosure;

FIG. 8 schematically shows how a crankshaft piston moves during anexpansion stroke, in accordance with aspects of the present disclosure;

FIG. 9 shows a third example of a cylinder occupying system, inaccordance with aspects of the present disclosure;

FIG. 10 shows a cross sectional view of cross section 5A-5A of FIG. 9,in accordance with aspects of the present disclosure;

FIG. 11 shows a fourth example of a cylinder occupying system, inaccordance with aspects of the present disclosure;

FIG. 12 shows a cross sectional view of cross section 6A-6A of FIG. 11,in accordance with aspects of the present disclosure;

FIG. 13 shows a fifth example of a cylinder occupying system, inaccordance with aspects of the present disclosure;

FIG. 14 shows a cross sectional view of cross section 7A-7A of FIG. 13,in accordance with aspects of the present disclosure;

FIG. 15 shows an indication of a camshaft rotation diameter, inaccordance with aspects of the present disclosure;

FIG. 16 schematically shows a cross sectional view of a sixth example ofa cylinder occupying system, where the cross section is takenlongitudinally along a cylinder, in accordance with aspects of thepresent disclosure;

FIGS. 17 and 18 schematically show a magnetic arrangement for attractingor repelling a cylinder occupying structure, in accordance with aspectsof the present disclosure;

FIG. 19 schematically shows a cylinder occupying method using any of thedisclosed cylinder occupying structures, in accordance with aspects ofthe present disclosure;

FIGS. 20-32 show various graphs and a table showing the benefits of thedisclosed cylinder occupying systems (D2, D3, D4) over conventionalsystems (D1); and

FIG. 33 shows a Galilean and Lorentz transformation, in accordance withaspects of the present disclosure.

It is to be understood that like reference numerals refer to like partsthroughout the several views of the drawings.

DETAILED DESCRIPTION

The following detailed description is merely exemplary in nature and isnot intended to limit the described embodiments or the application anduses of the described embodiments. As used herein, the word “exemplary”or “illustrative” means “serving as an example, instance, orillustration.” Any implementation described herein as “exemplary” or“illustrative” is not necessarily to be construed as preferred oradvantageous over other implementations. All of the implementationsdescribed below are exemplary implementations provided to enable personsskilled in the art to make or use the embodiments of the disclosure andare not intended to limit the scope of the disclosure, which is definedby the claims. Furthermore, there is no intention to be bound by anyexpressed or implied theory presented in the preceding technical field,background, brief summary or the following detailed description. It isalso to be understood that the specific devices and processesillustrated in the attached drawings, and described in the followingspecification, are simply exemplary embodiments of the inventiveconcepts defined in the appended claims. Hence, specific dimensions andother physical characteristics relating to the embodiments disclosedherein are not to be considered as limiting, unless the claims expresslystate otherwise.

It is to be understood that “downward” with respect to FIG. 7corresponds to “rightward” or “right” with respect to FIGS. 2-6, and8-18, and vice versa.

Disclosed is a cylinder occupying structure. An example provides acylinder system comprising a mechanical cylinder including an internalspace in which a fluid is introduced, and a crankshaft piston configuredfor reciprocating motion in the internal space, and a cylinder occupyingstructure including an insertion rod, wherein the insertion rod isvariably inserted into, and retracted from, the internal space of thecylinder in correspondence with the reciprocating motion of thecrankshaft piston. As shown in the figures, a combustion space islocated within walls of an occupying structure.

The illustration of FIG. 1 presents an exemplary system that employs acylinder-based engine 102 to produce useful work. As non-limitingexamples, engine 102 may be utilized to propel a vehicle; including butnot limited to seafaring vessels, wheeled vehicles, and aircraft;actuate various devices, such as hydraulic lifts, forklift arms, andbackhoe arms, among other components of excavating devices andindustrial machinery; and/or for any other suitable purpose. Theillustration of FIG. 1 schematically shows the inclusion in engine 102of one or more cylinders 104, with which useful work may be derived toperform such functions.

In some examples, engine 102 may be an internal combustion engine (ICE)configured produce useful work by combusting fuel in cylinder(s) 104.Cylinder(s) 104 may be arranged in any suitable configuration (e.g.,1-4, V6, V8, V12), in a linear or circular arrangement. While not shownin the illustration of FIG. 1, in some examples engine 102 may beassisted by an electrical system comprising an energy source (e.g.,battery) and a motor operatively coupled to one or more wheels of avehicle in which the engine may be implemented. Such a configuration maybe referred to as a “hybrid” configuration, and may employ techniquessuch as regenerative braking to charge the energy source.

Cylinder(s) 104 may include pistons (e.g. first and second pistons inone cylinder) that undergo reciprocating motion caused by fuelcombustion therein. In some examples, the reciprocating crankshaftpiston motion may be converted to rotational motion of a crankshaft,which may be coupled to one or more vehicle wheels via a transmission tothereby provide vehicle propulsion. In other examples, the reciprocatingcrankshaft piston motion may be converted to other components and/orother forms of motion, including but not limited to articulation of anarm of an industrial vehicle (e.g., forklift, backhoe) and linearactuation. To this end, the illustration of FIG. 1 shows an output 108produced by engine 102, which may include the rotational motion,articulation, or actuation described above, or any other suitableoutput.

An intake passage may be pneumatically coupled to engine 102 to provideintake air to the engine, enabling mixing of the air with fuel tothereby form charge air for in-cylinder combustion. Intake air of fluidmay be compressed in an intake space behind the occupying structure andadvanced into a combustion space within the occupying structure when theoccupying structure is retracted toward the intake passage. To this end,the illustration of FIG. 1 shows the reception at engine 102 of an input106, which may comprise the fuel/air mixture. Input 106 may include anysuitable combination of fuels, including but not limited to gasoline,diesel, nitrous oxide, ethanol, and natural gas. An intake throttle maybe arranged in the intake passage and configured to variably control theair ingested into engine 102—e.g., as a function of mass airflow,volume, pressure. The intake passage may include various components,including but not limited to a charge air cooler, a compressor (e.g., ofa turbocharger or supercharger), an intake manifold, etc. Respectiveintake valves may variably control the ingestion of charge air intocylinder(s) 104. A fuel system may be provided for storing and supplyingthe fuel(s) supplied to engine 102.

An exhaust passage may be pneumatically coupled to engine 102 to providea path by which the products of charge air combustion are exhausted fromthe engine and to the surrounding environment. Various aftertreatmentdevices may be arranged in the exhaust passage to treat exhaust gasses,including but not limited to a NOx trap, particulate filter, catalyst,etc. For implementations in which engine 102 is boosted via aturbocharger, a turbine may be arranged in the exhaust passage to drivethe turbocharger compressor. Respective exhaust valves may variablycontrol the expulsion of exhaust gasses from cylinder(s) 104.

A controller 110 may be operatively coupled to various components inengine 102 for receiving sensor input, actuating devices, and generallyeffecting operation of the engine. As such, controller 110 may bereferred to as an “engine control unit” (ECU). As examples, ECU mayreceive one or more of the following inputs: throttle position,barometric pressure, transmission operating gear, engine temperature,and engine speed. As described in further detail below, controller 110may control the operation of a cylinder operation structure that isvariably introduced into the internal space of cylinder(s) 104 inaccordance with the operating cycle of the cylinder(s).

Controller 110 may be implemented in any suitable manner. As an example,controller 110 may include a logic machine and a storage machine holdingmachine-readable instructions executable by the logic machine to effectthe approaches described herein. The logic machine may be implemented asa controller, processor, system-on-a-chip (SoC), etc. The storagemachine may be implemented as read-only memory (ROM, such aselectronically-erasable-programmable ROM), and may compriserandom-access memory (RAM). Controller 110 may include an input/output(I/O) interface for receiving inputs and issuing outputs (e.g., controlsignals for actuating components).

Engine 102 may assume other forms. For example, engine 102 may beconfigured for hydraulic operation, where cylinder(s) 104 includerespective crankshaft pistons that undergo reciprocating motion tovariably compress a hydraulic fluid therein. In this example, input 106may include a hydraulic fluid that is supplied to cylinder(s) 104, suchas oil, water, and/or any other suitable fluid(s). Output 108 mayinclude rotational motion, articulation, actuation, or any othersuitable type of mechanical output. Alternatively or in addition tomechanical output, output 108 may be considered to include hydraulicfluid that is pressurized by cylinder(s) 104, where the pressure appliedby the cylinders may be transmitted to hydraulic fluid in othercomponents that are in at least partial fluidic communication with thecylinders. Such hydraulic output may in turn be utilized to generatemechanical output, as in a hydraulic lift, for example. Forimplementations in which engine 102 is configured for hydraulicoperation, the engine, and/or other elements that may form a hydrauliccircuit, may include any suitable combination of hydraulic components,including but not limited to a pump, valve, accumulator, reservoir,filter, etc. In such implementations, controller 110 may be configuredto control the operation of hydraulic cylinder(s) 104, engine 102,and/or other components of a hydraulic circuit, based on any suitablesensor output(s) (e.g., pressure, valve state, flow rate).

To increase cylinder output and avoid the drawbacks described aboveassociated with existing approaches to increasing cylinder output,cylinder(s) 104 include a cylinder occupying structure 202 (i.e.insertion rod) that is variably inserted in, and removed from, theinternal space of the cylinder(s) in which the operative fluid(s) (e.g.,hydraulic fluid, combustible fuel) used to produce output areintroduced. The figures show exemplary implementations of the cylinderoccupying structure for a combustion cylinder, where the occupyingstructure configured to be subjected to a retracting and/or advancingforce toward a combustion space, and/or toward a crankshaft piston (e.g.downward in FIG. 7) by an electromagnetic actuator, hydraulic charger,turbo charger, or the like.

The figures show cylinder 104 including a cylinder occupying structure202, also referred to herein as an insertion rod or second piston. Thecylinder occupying structure 202 acts as a second piston in addition tocrankshaft piston 204 (e.g. the crankshaft piston 204 is a firstpiston), and the occupying structure 202 partially surrounds acombustion chamber.

Crankshaft piston 204 is coupled to a connecting rod, which may becoupled to another device such as a crankshaft to thereby translatereciprocating motion of the crankshaft piston to rotational crankshaftmotion or another form of motion, which in turn may be used to propel avehicle, actuate a device, etc. Reciprocating motion of crankshaftpiston 204 may be caused by charge air combustion in an internal space208 of cylinder 104. Combustion may be controlled in part by an intakevalve 210 actuated via an intake camshaft, which is operable toselectively inject charge air into internal space 208 for compressionand ignition therein. A spark or glow plug may be controlled to causeignition of injected charge air. Combustion products may be exhaustedvia an exhaust valve 216 actuated via an exhaust camshaft. To draw heataway from cylinder 104 in the course of charge air combustion, andthereby maintain desired operating temperatures and avoid thermaldegradation, a coolant jacket may be arranged between the inner cylinderwall that defines internal space 208 and the outer cylinder wall thatdefines the exterior of the cylinder. A suitable coolant, which maycomprise any suitable substance(s) such as water, antifreeze, etc., maybe circulated through coolant jacket via a cooling system. The coolingsystem may include a radiator that radiates heated coolant to anexterior environment, for example.

As described above, cylinder 104 includes a cylinder occupying structure202 that is variably inserted into internal space 208 to increasecylinder output and efficiency. In particular, structure 202 is aninsertion rod that is variably inserted into internal space 208 incorrespondence with the reciprocating movement of crankshaft piston 204.In some examples, insertion rod 202 may be progressively inserted intointernal space 208 as crankshaft piston 204 moves downward (with respectto FIG. 7 for example) through the internal space. The insertion rod(i.e. occupying structure) may have a fluid accumulation space, orcompartment, behind it near an intake side (upper side, FIG. 7), and isconfigured to have four stroke functions performed in two crank shaftmotions. However, cylinder 104 may be configured according to anysuitable operating cycle, based on which the introduction of insertionrod 202 into internal space 208 may be controlled. Generally, insertionrod 202 may be inserted into internal space 208 as crankshaft piston 204moves downward (with respect to FIG. 7).

Cylinder 104 may execute a compression stroke (e.g., for a two orfour-stroke operating cycle) or exhaust stroke (e.g., for a four-strokeoperating cycle). The insertion rod 202 may be variably inserted in andremoved from internal space 208 in correspondence with movement ofcrankshaft piston 204 downward and upward (with respect to FIG. 7),respectively. The correspondence between movement of insertion rod 202and crankshaft piston 204 may assume any suitable form. In someexamples, the movement of insertion rod 202 and crankshaft piston 204may be substantially synchronized, such that the insertion rod isactuated at substantially the same rate and direction as the crankshaftpiston. As crankshaft piston 204 changes direction—i.e., stops movingupward or downward, and begins moving downward or upward,respectively—so too may insertion rod 202 accordingly change direction.

By placing insertion rod 202 in cylinder 104 during operating cycleportions in which a working fluid (e.g., hydraulic fluid, combustiblefuel) is introduced into internal space 208, or an accumulationcompartment or space behind the occupying structure toward an intakeside, the volume of the internal space available to be occupied by thefluid is reduced by its partial occupancy by the insertion rod. Theintrinsic volume of internal space 208 and cylinder 104 remainsunchanged, however. In this way, the fluid mass introduced into cylinder104 is reduced, without changing other cylinder parameters that affectcylinder output, such as stroke volume, stroke distance, stroke force,and crankshaft piston surface area. Put another way, insertion rod 202enables a reduction in the intake requirement of cylinder 104, and, as aresult of its occupancy of internal space 208, the insertion rod furthercauses the volume of the internal space that is utilized in a combustionor hydraulic process—the so-called “combustion volume” or “hydraulicvolume”—to be less than the intrinsic volume of the internal spaceitself. The intrinsic volume of cylinder 104 may be considered thevolume defined by the inner walls of the cylinder, and in some contextsthe volume above the upper surface of crankshaft piston 204.

An electromagnetic system may add retracting or advancing forces to theoccupying structure 202. In this implementation, insertion rod 202 isvariably removed from internal space 208 during an expansion stroke viaa solenoid-type electromagnetic actuator comprising a coil 224 that iscoupled at top and bottom ends to an electrical system 226. Anelectromagnetic core may be dedicated to applying a retraction force tothe occupying structure (e.g. a force toward the intake side, or inother words a force away from the combustion space, upward in FIG. 7).

An electromagnet may be dedicated for either repelling or attracting theoccupying structure, depending on a specific application. Whichever(repelling or attracting) the electromagnet is dedicated to, theremaining function (e.g. repelling or attracting) may be passive infunctionality. The electromagnetic force may be used to retract theoccupying structure in an early stage of an expansion stroke for thepurpose of responding to an engine, vehicle, or throttle slow downcommand, to avoid having to release exhaust early. In thisimplementation, insertion rod 202 includes a magnet 227 (e.g., apermanent magnet) to enable interaction with magnetic fields generatedby electrical currents transmitted through coil 224, and thesolenoid-type electromagnetic extension and retraction of the insertionrod. Magnetic force lines produced by coil 224—specifically the portionsthereof within the internal space of the coil below the upper end of thecoil and above the lower end of the coil—may be substantially parallelwith the direction in which insertion rod 202 extends and retracts. Tofacilitate the electromagnetic actuation of insertion rod 202 describedherein, electrical system 226 may include a current source with whichcurrent is selectively provided to coil 224. Electrical system 226 isoperatively coupled to a controller 110, which may control theelectrical system to selectively position insertion rod 202, and/orprovide retracting or advancing forces to the occupying structure 202,in accordance with the operating cycle of cylinder 104 as describedabove, and/or based on any other suitable inputs (e.g., camshaft timing,valve timing, intake or charge air variables, other operatingconditions). In some examples, controller 110 may be controller 110 ofFIG. 1, but may also include various devices and systems to subject theoccupying structure 202 to retracting or advancing forces, or to addpressure to an upper side (e.g. intake side of FIG. 7) of the occupyingstructure 202. Such devices and systems of the controller 110 may behydraulic or turbo chargers, electromagnetic actuators, or anyappropriate system that can control forces that the occupying structure202 is subjected to, generally referred to herein as “force applicationmechanisms”. One or more of coil 224, electrical system 226, magnet 227,and controller 110 may form what is referred to herein as an“electromagnetic actuator”. In some examples, the electromagneticactuator may be considered a solenoid, where insertion rod 202 acts as aslug translated by the electromagnetic actuator. It is to be understoodthat, as shown in FIG. 7, the retraction and advancing forces areapplied to the body of insertion rod 202.

Other electromagnetic configurations for actuating insertion rod 202 arecontemplated. For example, cylinder occupying structure 202 may beconfigured with an electromagnetic actuator without a permanent magnetincluded in insertion rod 202, where electrical current is selectivelyapplied to the electromagnetic actuator to variably generate a magneticfield. Electromagnetic force may be fed by recovering wasted energy fromthe system. Generally, any suitable electromagnetic mechanism may beused to actuate insertion rod 202.

Cylinder 104 may be configured with other aspects that increase cylinderoutput, such as configuring the occupying structure and/or thecrankshaft piston to have a cone shape or profile at their distal ends.For example, a distal end may be an end that is facing toward acombustion space.

An internal surface of the crankshaft piston may include dents and/orprotrusions to increase the shear stress forces during a relative motionof the crankshaft piston. Further, the internal surface of thecrankshaft piston may include a second lighter density metal to increasea distance between the gravity or weight center and the geometric centerof the crankshaft piston, providing partial advantage in the strokedistance relative to the cylinder internal space volume.

Coil 224 may be arranged in a housing, which interfaces with aninsulation barrier that enables low-friction movement of insertion rod202 and substantial sealing between internal space 208 and the housing.Coil 224 is electrically driven by an electrical system 226, which iscoupled to a controller 110.

A magnet 407 (FIG. 17) creates a magnetic field between a positivelycharged portion of the insertion rod 202 and the magnet 407. Themagnetic field is shown via magnetic force lines. It is to be understoodthat the mechanical movement of the insertion rod is parallel with themagnetic force lines shown in FIG. 17. Therefore, a movement vector ofthe insertion rod 202 would not cross the magnetic force lines. The coil224 provides another magnetic field responsible for controlling thereciprocal movement controls, while the coil or magnet 407 provides afield responsible for providing a driving force of the insertion rod202. Therefore, in addition to the magnetic field provided by asolenoid, the system would also need to control the frequency ofinsertion rod movement, and the advancing force or the motion of theinsertion rod may be gained from another field provided by magnet 407.

In one example, a spring may be coupled to the insertion rod 202 that isvariably introduced into and retracted from an internal space 208 ofcylinder 104 for the purpose to prevent an early retraction of theinsertion rod during the expansion stroke.

The occupying structure 202 may be made of any one or more parts orcylindrical layers. The occupying structure may be of different sizes indifferent engine cylinders. For example, some occupying structure 202shapes may be designed for higher torque requirements, as a non-limitingexample.

The cylinder occupying structure 202 and cylinder implementationsdescribed herein are provided as examples and are not intended to belimiting in any way. Numerous modifications are within the scope of thisdisclosure. “Cylinder” as used herein does not require cylindricalgeometry, but rather refers to a mechanical device in whichreciprocating crankshaft piston motion is used to produce useful workand output. Non-spherical geometries, such as hemispherical or wedgedgeometries may be employed, for example. Various cylinder components maybe added, removed, or modified, including cylinder head components,valves, etc. Further, alternative insertion rod configurations arecontemplated. For example, the insertion rods disclosed herein may entera cylinder internal space from the bottom, side, or from any otherdirection, including at oblique angles. The cylinder 104 may itself havea curved shape as part of a circular shape engine with the piston andinsertion rod following a circular or curved path during a strokemotion. Still further, implementations are possible in which bothspring-based and electromagnetic actuation is employed to control aninsertion rod. In some hydraulic implementations, a hybrid solution maybe employed in which fluid is mechanically pumped as well asmagnetically advanced against a crankshaft piston. For example, fluidmay be pressed against a crankshaft piston plunger without using ahydraulic pump during an active press.

The cylinder occupying structure implementations described herein mayproduce various technical effects and advantages. For example, thecylinder occupying structure may reduce the required fluid intake (e.g.,fluid mass, fluid volume) into a cylinder (e.g., the required intake toperform a given stroke or travel a given stroke distance), where therequired fluid intake is, in some contexts, initially stipulated bycrankshaft piston movement and shape. A reduced fluid intake may be usedto maintain a similar stroke force relative to that associated with aninitially larger fluid intake. In other examples, the cylinder occupyingstructure may allow using a similar fluid volume for a larger distancestroke. Further, the cylinder occupying structure may enable theapplication of a larger force per square inch on a crankshaft piston'sinternal surface. In some examples, one or more insertion rods may addto a crankshaft piston's effective surface area to increase force andpower output. In some examples, such as those that employelectromagnetic actuation, the cylinder occupying structure may maintaincombustion pressure magnitude, by holding an insertion rod steadily inplace, with a magnetic field being initiated with fuel combustion. Insome examples, the cylinder occupying structure may enable increases instroke distance and crankshaft piston momentum via progressive rodinsertion into a cylinder internal space. In some examples, the cylinderoccupying structure may facilitate laminar crankshaft piston movementwith a slower pressure decline. In some examples, the cylinder occupyingstructure may enable an increase in power input magnitude from a staticelectric or static magnetic force. In some examples, the cylinderoccupying structure may undergo motion parallel to magnetic force lines,without consuming electric power as long as an insertion rod does notcross the magnetic force lines. In some examples, such as those thatemploy mechanical spring-based actuation, the cylinder occupyingstructure may enable increased stroke distance, increased momentum, morelaminar crankshaft piston movement with decreased pressure variations,an increase of power input from insertion rod inertia and springexpansion momentum. In hydraulic implementations, an insertion rod mayreduce the pressurized hydraulic fluid intake from a pump, as the fluidmoved against a crankshaft piston plunger is larger in calculated massthan the pumped fluid. These and other technical effects may increasethe economy of a vehicle in which the cylinder occupying structure isimplemented.

The herein described steps, tasks, and methods may be repeatedthroughout operation of the cylinder, at any suitable frequency,interval, duty cycle, etc., which may include continuous operation ormay be interrupted (e.g., in response to controller input, operatorinput).

The insertion rod 202 and the crankshaft piston 204 may have a coneshape at surfaces where they interface. The insertion rod 202 maypartially contain and/or partially surround the combustion space. Theinsertion rod 202 may be mechanically connected to an electromagneticactuator or other force application mechanism controlled by thecontroller 110. The cone shape of the internal surface of the crankshaftpiston 204 provides better performance in torque and speed, whencompared with ordinary shaped cylindrical bodies commonly used.

The disclosed cylinder system may employ a cylinder-based engine 102 toproduce useful work. Combustion space 208 may be surrounded by parts ofthe insertion rod and the crankshaft piston, making the combustioncompartment itself relatively move or change in shape and size withinthe cylinder with respect to the cylinder.

Dedicating an electromagnet to act only with a repelling task, or onlywith an attraction task, the magnetic core would then keep its polesorientation unchanged and its electrons gathering would stay on one sideall the time. If such arrangement is adopted, then it is expected thatthe magnetic field strength added to a solenoid component could behundreds of times in force magnitude greater than the field created bythe current and voltage of a comparable alternating poles magnet andsuch enhancement can reflect tremendous benefits on energy recoverygained from the properties of a permanent magnet that is not alternatingpoles. This would be of great benefit to the overall engine energyreturn.

The occupying structure (i.e. insertion rod) may act as a second movingpiston within the cylinder. A solution for decreasing the cylinderinternal pressure would be moving the second piston in an oppositedirection (e.g. away from) the crank shaft linked piston instead ofreleasing unburned exhaust, by using a secondary force from anelectromagnet or other force source. Timing such an arrangement iseasier when the insertion rod partially surrounds the combustion spaceand becomes a participant part of the initial acceleration as a secondpiston, with surface special shaping, making the insertion rod changedirection when subjected to pressure from the front side, which willbring such insertion rod to stop during the expansion stroke and slowlystart reversing direction. Controlling its position may be done usingsecondary supporting devices like an electromagnetic motor for strongerretraction or a turbo charger or hydraulic charger for stronger andlonger advancement.

Having a second piston (insertion body or occupying structure)positioned between intake pathways and a combustion space, along withcontinuously maintaining higher fluid pressure at the intake side thanexhaust side of the occupying structure during retraction of a camshaftdriving piston helps keep intake pathways cleaner and more reliable fora long time.

When the insertion rod surrounds the combustion chamber it advances aspart of the initial acceleration as a second piston, the insertion rodmay change direction when subjected to pressure from the crankshaft sideafter the two pistons disengage, making the insertion rod stop duringthe expansions stroke and slowly start reversing direction.

It is to be understood that the phrase “moving in a direction of thecrankshaft piston” may refer to a direction pointing to a location ofthe crankshaft piston, rather than a direction of movement of thecrankshaft piston.

The system provides the herein disclosed benefits because energy appliedto move a similar load to a similar distance using a same route allowsenergy expenditure to be time independent, meaning if displacementhappens slow or fast, a same energy value may be used to perform work.The fluid accumulation compartment behind the occupying structure allowsfour strokes performed in two crankshaft motions. The system providesnot only energy saving configurations but also an alternative way tomanage engine acceleration and deceleration with decreased pollutionemissions.

To execute four strokes in two crankshaft motions, fresh air or premixfluid is initially introduced behind the space occupying structureduring an expansion stroke in a port injection chamber to add drivingforce to the expansion stroke and also (as part of the compressionstage) to partly compress the air. When the compression stroke starts,this partly compressed fluid will move into the combustion space as anindirect injection method with further compression (e.g. completecompression) through the communication channel installed behind thespace occupier. In another method (direct injection) a special channelmay reach directly along with a spark plug to the combustion chamber. Anexhaust outlet 216 may have various positions and configurations. It isto be understood that the definition of “premix” fluid may be portinjection fluid or indirect injection fluid, and a “premix chamber” maybe a port chamber.

In other words, fresh air fluid is initially introduced behind the spaceoccupier during the expansion stroke in a port injection chamber 201(FIG. 3) using a turbo charger or supercharger to add driving force tothe space occupier and also as part of compression stage to partlycompress the air in one or more compartments. When the compressionstroke starts and pistons start to retract, this partly compressed airwill move to the combustion space with further compression through theinlet valve position 203 so that it drives exhaust fluid away to areabetween the two pistons, toward exhaust valve, and by the time thepistons start to engage, the combustion space is clean from exhaust,then fuel fluid will be completely or partly injected into one of theport injection chambers to mix with the fresh air, and with completepiston retraction, the air-fuel mix will move to the combustion chamberas an indirect injection method. In another method direct injectionthrough special channel or path fuel may reach directly along with sparkplug to the combustion chamber, through a center or side space in ornear the space occupier and fuel injection will apply to the combustionspace rather than the port-injection chamber. Exhaust outlet 216 mayhave different positions however it may align with the area between thetwo pistons as the start to engage during the compression stroke. Aspark plug may also be used in non-diesel fuel with direct or indirectinjection.

The illustrations of FIGS. 2-18 will now be described in more detailbelow.

Shown in FIGS. 2-18 are various examples, components, and features thatmay be included in a cylinder occupying system. For example, thecylinder 104 may include an internal space 208, an occupying structure202, and a crankshaft piston 204. The internal space 208 of the cylinder104 is modified by the occupying structure 202 such that combustionpressure applied to the crankshaft piston 204 is applied to a smallersurface area of the crankshaft piston 204 during an early part of anexpansion stroke and to a larger surface area of the crankshaft piston204 during a later part of the expansion stroke.

For example, as seen in FIG. 8, on the left, a smaller surface area 802is exposed to combustion in a combustion cavity 804 in an early point intime of an expansion stroke. And on the right, a later point in time ofan expansion stroke is shown, where a larger surface area 806 is exposedto combustion that originated in the combustion cavity 804. This conceptis applied to all examples shown in the figures. The partial cone shapeor profile of the crankshaft piston provides a grater surface areaexposed to the advancing combustion pressure wave compared to aright-angle profile, due to the geometry of angled surfaces relative tocylinder walls. However, even the right-angled profile crankshaftpistons shown in FIGS. 4, 5, 6, and 10 benefit from the changes ofcombustion surface area exposed to the crankshaft pistons at early andlater times during a combustion stroke.

For example, the crankshaft piston may include an end portion thatchanges from a thinner dimension 808 to a thicker dimension 810, suchthat the thinner dimension portion is what is exposed to the combustionpressure early, and the thicker portion is exposed to the combustionpressure later, as shown in FIG. 8. The thinner portion may be insertedinto the combustion space, or alternatively placed right next to an endof the combustion space at the moment of combustion. The profile of theoccupying structure may exactly, match, be congruent to, or generallymatch, that of the crankshaft piston. The thinner portion may bedistally located (e.g. toward the left in FIG. 8) with respect to thethicker portion.

The system may be configured such that combustion occurs within a cavity804 of the occupying structure 202 to apply combustion pressure to boththe occupying structure 202 and the crankshaft piston 204.

The occupying structure 202 may be a movable structure relative to thecylinder 104. Movement of the occupying structure 202 may be controlledby one or more forces applied by a force application mechanism 702. Theoccupying structure 202 may change direction during the expansionstroke.

The force application mechanism 702 may be responsive to throttleposition (e.g. of a vehicle) by way of throttle position sensors suchthat one or more forces applied to the occupying structure 202 aredependent on throttle position. The force application mechanism 702 maybe configured to apply a retracting force to the occupying structure 202during the expansion stroke. The force application mechanism 702 may beconfigured to apply an advancing force to the occupying structure duringthe expansion stroke.

The force application mechanism 702 may include an electromagneticactuator, a hydraulic system, and/or a forced induction system. Examplesof forced induction systems are turbo chargers, hydraulic chargers, andsuper chargers. The occupying structure may be mechanically coupled tothe electromagnetic actuator.

The illustration of FIG. 18 shows a first electromagnet 1802 that may beactivated during crankshaft piston expansion providing a repellingaction (advancing force). A second electromagnet 1804 may be activatedduring crankshaft piston retraction, providing an attracting action(retracting force).

The system may be configured to partially execute a compression stroke,by compressing fluid at the intake side, during the expansion strokewhich also means applying a force to the occupying structure 202 via theforce application mechanism 702. As such, the system may be configuredto perform intake, compression, expansion, and exhaust functions withintwo strokes per combustion.

The system may be configured to deliver fluid to an intake side 704 ofthe occupying structure 202 to increase cylinder pressure and engineacceleration. The system may be configured to cause engine decelerationby applying a retracting force to the occupying structure 202. Thesystem may be configured to cause engine acceleration by applying anadvancing force to the occupying structure 202. Further, as shown inFIG. 7, a fluid channel 706 allows fluid to travel from the intake side704 to the combustion chamber 804.

The fluid channel 706, also referable as a communication channel, mayhave a control valve to separate the timing between: stage 1 and stage 2of fluid management. Stage 1 includes fluid accumulation behind thespace occupier (insertion body) during the expansion stroke which partlycompresses fresh air using a turbo or super charger, applying secondarydriving forces to the pistons, or premix fluid while applying drivingforce to pistons. Stage 2 includes transferring partly compressed freshair or premixed fluid to the combustion space within the space occupierthrough a communication channel which may contain multiple valves andpathways. The communication channel, or channels, may include a path tofresh air entry and another path to an exhaust outlet. Using a spaceoccupying structure, the exhaust pathways may fit through thecommunication channel, where the communication channel may be equippedwith multiple pathways and connections to fresh air entry or premixfluid entry as well as to the exhaust pathway.

The communication channel may have a one way valve, and the valve mayopen to allow partially compressed fluid to move to combustion space,and the valve may close during expansion stroke. A port injectioncompartment may expand in size during an expansion stroke.

The system may be configured to, due to combustion pressure between thecrankshaft piston 204 and the occupying structure 202, allow theoccupying structure 202 to accelerate in a retracting direction awayfrom the crankshaft piston 204 to absorb part of combustion forces thatwould otherwise be applied to the crankshaft piston 204. The system maybe configured to perform intake, compression, expansion, and exhaustfunctions within two strokes per combustion.

As shown in FIG. 19, disclosed method includes, at 1902 startingcombustion within boundaries of moving parts enclosed between a pistonand a cylinder occupying structure, at 1904, accelerating both partsinto a cylinder internal space until acceleration of the cylinderoccupying structure changes direction and subsequently comes to acomplete stop during an expansion stroke, at 1906 further advancing orretracting the cylinder occupying structure by way of a forceapplication by a secondary device such as an electromagnetic actuator,hydraulic system, or a turbocharger, and at 1908 compressing and movingprecombustion fluid by completely retracting the occupying structureduring a compression stroke.

The graphs of FIGS. 20-32 show various beneficial attributes of thedisclosed cylinder system. If any features of FIGS. 20-32 are notexplicitly discussed herein, it is to be understood that any informationrelevant to the disclosure should be gleaned from the shown graphs andtheir accompanying titles or accompanying text. It is to be understoodthat D1-D3 refers to Design 1-Test 3 of the disclosed cylinder system,and reflect different embodiments. T1-T3, for example, refers to “Design3”-“Test 10”.

The illustration of FIG. 20 shows metrics of ordinary piston, as anexample to compare with metrics of the disclosed piston system, whichcan be seen compared in FIG. 25.

The illustration of FIG. 21 shows a pressure vs. distance graph. Thetest was done without resisting load. The disclosed system has muchgreater area under the curve of D2-T1, as compared to a conventionalcylinder system of D1-T1. During the expansion stroke, when the cylinderis continuously maintaining higher internal pressure by 300%-400%, thisshall reflect as a higher thermal efficiency, higher desirable ratio ofNO2/NOx of about 50% and more complete breakdown of the hydro-carbonparticles (mass fraction of HC deceased to half with the cylinderoccupying structure design). When the test was repeated under resistingload applied to crankshaft piston, the area under graph D2-T1 (namedthen D2-T3) was showing further increase of cylinder internal pressurewhen compared with the ordinary cylinder.

The illustration of FIG. 22 shows a pressure advantage of curve D2-T1,where D2-T1 means a first test of a second embodiment of the disclosedsystem. Further, FIG. 22 shows a pressure vs. time graph. The test wasdone without resisting load. The disclosed system has much greater area(about 5 times greater) under the curve of D2-T1, as compared to aconventional cylinder system of D1-T1. Similarly this graph informs usof the great potential of cleaner exhaust burning. Although not shown inFIG. 22, it is to be understood that using premix fluid, pressure willincrease to 1500 psi and drops to zero by 0.007 seconds. However, thepiston speed will be considerably faster than D1-T3 causing fluid freezeand bad pollution.

Therefore, the disclosed invention slows the piston by applying aninitial force to a smaller surface, while increasing internal combustionpressure, to decrease the fluid freeze and pollution, allowing partiallypremixed fluid through the indirect port injection method to be usedwith less pollution and fluid freeze. Therefore, direct injection offuel in the combustion chamber may be partially replaced or assisted bypremix method of fuel and fresh air, for the purpose of higher internalpressure while maintaining cleaner fuel burning by decreasing pistonspeed. Using the disclosed space occupier, and applying a combustionforce during the early stage of the expansion stroke to a smaller orpartial area of the camshaft piston causes slower motion with the gainof work energy rather than loss. Therefore, the disclosed system andmethod may partially allow the use of indirect injection to benefithigher force input with a slower piston movement to benefit cleanerburning.

The illustration of FIG. 23 shows a pressure vs. time graph. The testwas done without resisting load. In design D3-T1 the combustion space isonly facing surface 802 (FIG. 8) without surrounding the element 808(FIG. 8). In design D2-T1 the combustion space initially surroundselement 808. For design D3-T1 the graph shows that the internal cylinderpressure remains about twice higher than the conventional cylinder,however it is about twice lesser than D2-T1. While there was a declinein internal pressure, the D3-T1 design offered better work energy returnthan D2-T1. This graph informs us that a working design may be greatlybased on energy return and clean burning requirements where one designmay be preferred over the other.

The illustration of FIG. 24 shows a Force vs. Distance graph. This graphshows that D3-T1, where the combustion space initially does not surroundelement 808 (FIG. 8) offers higher force during the expansion strokethan D2-T1 but less than an ordinary piston. This graph shall not beconfused for energy assessment between new and conventional designs,because work energy performance shall be assessed based on(Force*Distance/sec), and that we may call (work/sec) which can bepresented as work vs. time.

The illustration of FIG. 25 shows a work energy assessment graph usingdirect injection and that the new design D3 offers a bigger area underthe work vs. time graph than ordinary cylinder design. That is about200% better work energy efficiency according the area difference. DesignD3-T1 has a bigger combustion exposure area (802 FIG. 8) at thebeginning of the expansion stroke than D3-T2 due to bigger diameter ofthe engagement head (element 808 FIG. 8). For that we see that D3-T1offers higher work energy at the beginning of the expansion stroke andlower work energy later on. When using indirect injection for D1-T3(graph not shown) the available energy was better and almost twice inthe direct injection method compared with indirect premix injection. Forthat reason, the enhancement accomplished, after we started using directinjection, better energy return and better exhaust compliance, and cannow be taken a further step with the disclosed method for better energyreturn and cleaner exhaust fluid.

The illustration of FIG. 26 shows a table of exhaust mass fractionsusing ANSYS analysis, and it can be seen that CO reduced 2.5 times, CO2increased 1.4 times, NO increased 1.08 times, NO2 increased 3.2 times,and C12H23 reduced 5.45 times. Immediately below is a list ofinformation relevant to the table of FIG. 26.

Using similar Initial parameters of Injection Fuel (C12H23) at designD1-T3 and D3-T10 using ANSYS analysis:

Mass Flow Injection=0.05 kg/s;

Time of Injection=0.001 sec;

Pressure of Injection=17405 PSI;

Temperature of fuel=300 K;

Mass of Injection fuel=50 mg;

Nozzle diameter=1 mm;

Approx. Rotation of Engine=4000 RPM.

Initial Parameters of Compressed Air:

Initial Volume=4.81 inch{circumflex over ( )}3;

Pressure of Air=500 PSI;

Temperature of Air=830 K;

Mass Concentration of N2=0.7675

Mass Concentration of O2=0.2325

Resistance Pressure=20 PSI (1074 N of resistance on crank shaft piston)

Results: Hydrocarbons output in exhaust (HC) decreased by 5.45 times. Ifwe expect to reduce fuel consumption to 50%, then the overall HC outputwould be cut by 1100%. CO was decreased by 2.5 times. NO remained at thesame level, however that is another potential enhancement withdecreasing fuel consumption. CO2 increased by 30%, that is a desirableresult especially when it is a result of decreasing HC and CO, and stillthat is considered another potential decrease with decreasing fuelconsumption. NO2 is desirably increased by 3.2 for which manageableproduct exhaust filters can easily convert to N2 (more expensive filtersequipped with early filter working stage may convert NO to NO2).Manageable NO2 and CO2 is OK to increase when such increase is inexpense of non-manageable CO, NO and Hydrocarbons.

The illustration of FIG. 27 shows, for D3-T2, a work vs. time graph,where the engagement head 808 (FIG. 8) is 2.5″ long. The graph showsthat work energy is higher at the end of the expansion stroke than theordinary piston and also than new designs with a shorter head.

The illustration of FIG. 28, for D4-T1, compares a zero lengthengagement head with an ordinary piston. The length of element 808 (FIG.8) in this test is zero and the only engagement between crankshaftpiston and the occupying structure was the cone shape center of about0.5 inch depth. In this arrangement, the occupying structure will notadvance and will act as a stationary occupying structure that can beadopted to avoid the complications of more advance engines. The graphstill shows a better work energy return.

The illustration of FIG. 29 shows, for D2-T3, in the new design, when weapply pressure to smaller surface of working camshaft piston, energyarea under graph is not wasted during the first 10% of power stroke likein the ordinary piston. The more balanced distribution of force alongthe stroke time in the new design creates better opportunity to modifythe amounts of combustion fluid needed for different loads and betterways to save on diesel or petrol. Also the changing size of surface 802(FIG. 8) gives us design controls on complimenting the requirements offorce distribution, the lower the initial force is the more we haveavailable later on during the expansion stroke and the lesser enginevibration we have.

The illustration of FIG. 30 shows, for D3-Test 9, we had 1100 N ofresisting load, and we borrowed 8000 N of secondary driving forceapplied to occupying structure (second piston) at 0.005 second of theexpansion stroke. This type of applied force provided a spike of drivingforce and velocity of the crankshaft piston at about 80% of energyrecovery potential, which appeared on the force vs. velocity graph byincreasing the crankshaft piston force from 1000 to 8000 N.

Still referring to FIG. 30, for D3-T10 we had 1100 N of resisting loadand we borrowed 2222 N of secondary driving force applied to occupyingstructure (second piston) all the time during the expansion stroke. Thistype of applied force provided a continuous enhancement of crankshaftpiston drive with more than 70% of energy recovery potential. In thistest the occupying structure and piston did not disengage during theexpansion stroke and piston had a higher pressure and higher drivingforce toward the end of the stroke. The secondary force of 2222 N, mayhave been borrowed from recovered exhaust energy and when applied toassist the advance of the occupying structure most of the 2222 Newtonswere translated as about 1500 Newton of driving force of the crankshaftpiston.

This graph Also shows that assisting exhaust recovery turbo chargeforces or magnetic forces may provide unique benefits where energy canbe spent only when needed, providing an engine with much highercapacities without the need to increase the number of cylinders

The illustration of FIG. 31 shows, for D3-T10 that the graph of thecrankshaft piston drive can be continuously positive offeringenhancement for lower engine vibration and more uniform motion ofcrankshaft. The final part of the expansion stroke of a piston can stillhave enough power to apply to a second piston compression stroke in alaminar non-impulse mechanical motion.

The illustration of FIG. 32 shows a velocity of the piston, and thatcrankshaft piston speed in the conventional working cylinder is inaverage about 30-40 meter/second, while without secondary forceassistance, crankshaft piston speed with using the occupying structureis about 16 meter/second. From controlled combustion studies, we knowthe faster the piston expands, the faster and more rapid the cylinderfuel mixture cools down resulting in great decrease in the chemicalreaction (often termed as frozen mixture) leaving the exhaust far fromchemical equilibrium. Higher levels of NOx, if compared for a givencylinder design with only variable is piston speed, is an example ofchemical products that is frozen. We learned that uniform increase ofpiston speed causes incomplete fuel burning and bad pollution testingresults. Therefore, the disclosed model of applying a big force later onafter the first half of the expansion stroke, may result in a very bigincrease in piston speed, however when this increase happens after aperiod of slow piston motion and after enough time of complete burning,then such increase in piston speed may not negatively affect the goalsof better results on cutting pollution.

Further testing shows that lowering speed can be achieved by decreasingcrankshaft-piston head diameter (e.g. 802 in FIG. 8) and to have thepiston performing at a desired speed, the piston was moving lower than asuggested goal of 16 meter/sec when its engagement head was less that0.9 inch in diameter.

With respect to pollution and legislations, hydrocarbons (HC) make achallenging pollution issue and we have the best results in cutting itsoutput by 550% using a cylinder equipped with occupying structure.Legislatively on pollution, one of the most important pollutants is NOx(N2, NO2, NO). The ratio of NO2/Total Nitrogen oxides NOx in mostvehicles exhaust is usually about 5-10% and optimum would be over 50%.Modern filter treatments of exhaust include an early stage filterintended to convert NO to NO2 and the final process would be convertingNO2 to N2. We have a number of design tools to implement for the purposeof increasing the NO2/Nox ratio to the desired ratios and decreasingoverall mass of NOx. With a cylinder occupying structure design asdisclosed, the main advantages about pollution is mainly comes fromreducing the overall fuel usage and enhancing mileage travel per unit offuel which results in a decrease in the overall heat output where heatis the main factor in pollution output.

In the disclosed method of increasing cylinder internal pressure anddecreasing piston speed dynamics, we have hydrocarbon mass fractionbeing cut by 550%. The NO2 was at a desirably higher rate, where webelieve in this method NO2 increase was on the expense of CO rather thanNO. NO output with the occupying structure cylinder was about the sameof the levels of NO in conventional cylinder at speed cycling less than6000 rpm however it was decreased when we partly used indirectinjection, while N2 desirably doubled the level taking away morenitrogen fraction from the harmful oxidized form, which is also adesirable result reflecting balanced chemical reaction and a process weexpect to see from the disclosed system.

When two similar energies are spent to drive two similar weight objectsto a similar distance between two points A and B under similarconditions energy is time independent meaning same energy will be spentregardless of how much time it takes to perform such task. If the pathis changed however and we spent twice as much energy between A and B, weknow we had to work more and if all other variables remain the same,then we know spending twice as much energy is equivalent to doing thesame work under same (corrected) conditions for double the distance (anddouble the time).

In the cylinder example, we use similar physical distance A-B ofcrank-shaft motion, but with an occupying structure, we change thepressure and surface and according to Pascal that can be adjusted orcorrected to similar force and different relative-distance where suchdifferent relative distance is called A′-B′ and where according toD'Limbert who explains that a similar physical distance can becalculated differently in relative motion and a different relativemotion between A and B may cause spending different amount of energybased on the value of the relative motion distance A′-B′ and that istime dependent energy because the coordinate distance is not the same.

In a piston equipped with a space occupying structure, we do have arelative motion, and the physical distance of the crank-shaft shall beadjusted, not because the distance of its motion is changed but becausethe path between the start and end of its motion is changed in surfaceand pressure values.

One way to enhance the energy of a piston output is by using as a secondpiston, an occupying structure that is in relative motion with thecylinder, which is the subject of this application. Simulation chartsshow effective energy enhancement with potential to either lower fuelrequirement to perform a certain task done by a conventional cylinder orby using similar fuel volume to out-perform the conventional cylinderwhile driving a bigger load.

Using a similar combustion fluid volume and similar weight crank-shaftpiston, for driving a similar load, in a similar diameter cylinder, wefind that crank-shaft piston speed would be lower by about half in acylinder equipped with the occupying structure, with some designvariables. If we try to compare a crank shaft motion energy between aconventional cylinder and one with occupying structure using similarcombustion fluid, similar resisting load, similar cylinder diameter, fora similar clock time and similar distance using an equation of kineticenergy of the moving piston body (E=0.5*m* v²) it would seem that thecrank-shaft piston motion in the cylinder with occupying structure is oflesser kinetic energy because the piston motion velocity (v) is less allthe time with (m) and is the same for the mass of the combustion fluidor the mass of the piston. But, logic says we have the combustion forcedeployed in a smaller volume inside the cylinder and it shall compensateby driving the piston and its load for a longer physical distance. Testresults also show bigger area under work energy graph where work means([force*distance]/time).

The immediate conclusion for this discrepancy shall suggest that we areto reform the kinetic energy equation to serve the case of calculatingwork energy rather than kinetic energy, Where velocity is replaced byacceleration and time and where time include the time period of work(rather than unit of time) which we will call a coordinate time.

Energy=0.5*mass*(acceleration*time)/time=0.5*mass*acceleration²*time.The unit of energy measure of the equation becomes: Kg*m²/s³ or(Kg*m²/s²)/s which is an expression of energy spent per second or workperformed per second or even the power of work.

While we know that work energy needed for moving similar load for asimilar physical distance is time independent, it shall be clear thatwhen such distance is changed physically or due to a relative motionthen the work energy becomes time dependent and for traveling double thedistance we need to double time and energy consumptions. For theoccupying structure we use similar physical distance, however tocalculate work energy according to Pascal, we can adjust pressure andsurface for distance, and to do so we need to build motion coordinates,where we can adjust force and acceleration to similar reference and thenthe only variable is the distance, where energy consumption becomesdependent on the relative coordinate distance of the crank-shaft motionand its coordinate work time.

Because we are changing the internal volume of the cylinder, we willreplace the term fuel mas with the value of mass force (mf) of themoving piston which is measured by Kg*m/s as a time independentdimension of work.

Another adjustment we shall consider is a universal acceleration forboth cylinders in comparison to be able to create a comparable motioncoordinates and to minimize the variables of such coordinates down totime (t). Any acceleration could be used as universal reference, howeverthe one that is familiar to human observer may be the acceleration ofgravity (g). To adjust any acceleration to another with energypreservation in mind we may say, for piston 1: A₁*T₁=g*t₁, and forpiston 2: A2*T₂=g*t₂. The equation that can compare work energy of therelative motion of two cylinders look like: Energy₁=0.5*mf₁*g²*t₁ andEnergy₂=0.5*mf₂*g²*t₂ also we can have this equation measured by workenergy coordinate where (mf=z, time independent dimension of work energymeasured by Kg*m/s), (g=y, universal acceleration measured by m/s²),(t=x, Time dependent dimension of work energy measured by s).

The illustration of FIG. 33 shows coordinates for equation E=½*mf*g²*twhere mf=mass force on z (g) is universal acceleration reference on yuniversal time coordinate (t) on x. To clarify the concept of gainingenergy from relative motion without breaking the rules of energypreservation, we can call E=thermal energy of the fuel used forcombustion. When we use similar fuel in two different pistons, then E₁is for piston 1 and E2 is for piston 2. Therefore, E1=E2 and 0.5mf₁*g²*t₁=0.5* mf₂*g²*t₂mf ₁ *t ₁ =mf ₂ *t ₂(time independent work energy of piston 1*time 1 ofwork=time independent work energy of piston 2*time 2 of work)

When t1 for conventional cylinder=4 second (where average pistonspeed=39.2 m/s); t2 of modified cylinder=2 second (where average pistonspeed=19.6 m/s). when time 2 is smaller, then its associate work energymf₂ is bigger and such work energy is available independent of time.

When mass is replaced by mass force, then mass force of 1 kg isestimated by 1 Kg-meter/second and this force is called work energy persecond with a value independent of time. The available work energy for aconventional piston (the mass force acting on the piston during theexpansion stroke, per meter per second) is half the value of mass forcework energy acting on piston in the modified cylinder. Note that theaverage speed of the piston in the modified cylinder as claimed is lowerthan the average speed of the piston of the conventional (ordinary)cylinder.

Further the illustration of FIG. 33 compares motion coordinates betweenconventional cylinder xyz and a cylinder with occupying structure x′y′z′and for the purpose of analyzing the relative motion for better systemdesign controls, we tried using coordinates of the relative motion in afirst method based on our understanding of special relativity where weshall use independent time reference of each cylinder (t and t′) forcoordinates and where acceleration adjustments are not allowed becauseall accelerations where adjusted to its final destiny “C=the speed oflight” which resulted in the famous equation (E=m*C²) and where clocktime become the variable to adjust according to Lorentz formula for tand t′ in a second method, using our understanding of Galileantransformation of assigning a universal time for both coordinates. WithX′Y′Z′ representing the motion with occupying structure, pistons ofdifferent acceleration are adjusted to (g) instead of (c) the speed oflight, t₁ and t₂ represent adjusted time of the average velocity of thecrank-shaft pistons to its comparable value under the universalacceleration of (g) meaning if a piston average velocity is 19.6 m/sthat is like t=2 second which is the time lapse needed by a free fallingobject to reach 19.6 m/s. XYZ and X′Y′Z′ represent the dimensions of asuggested relative energy equation (E=0.5 mf*g²*t) that may compare workenergies of two motions, where (t) is the acceleration adjusted time onx, (g) is the universal acceleration on y (in special relativity thiswould be C), mf is the force (pressure *surface* physical distance/sec)on z. Using similar elapsed clock time of motion we find that usingoccupying structure (with a slower measured piston speed) we need lessercoordinate time(t) of acceleration to match similar work force persecond of a conventional cylinder.

Calculating energy savings from the use of the disclosed occupyingstructure of a piston in a second coordinate x′y′z′ according to Lorentztransformation and the special relativity method, shows that therelative time adjustments of (t′ to t) is infinitely small due to thehuge difference between the speed of a piston and the speed of light.

While adjusting time (t₁ and t₂ to t) in reference to piston speed of afirst and second cylinders in relevance to gravity (g) according toNewtonian relativity-Galilean transformation is in correlation with testresults where t₁/t₂ explains the difference of areas under graph of workenergy. The equation Work energy=½*mf*g²*t measured by (Kg*m²/s³) makesa design and control tool needed to decide the size of surfaces andoccupying structure needed to provide a certain performance.

Test results show that the ratio of t₁/t₂ using Newtonian-Galileanrelativity reflects energy savings proportionate to ratio of area underthe curve of work energy as measured by computer simulation, while usingthe special relativity method was giving results frozen in time notreflecting energy differences regardless of design.

It is to be understood that when work energy is greater under graph of acylinder equipped with occupying structure, then lesser coordinate timeof acceleration (t₂) is needed on x to achieve similar energy levels ofa comparable conventional cylinder and in that meaning we may expressthat in relative motion, energy saving is in exchange with timeaccording to Newtonian relativity and the fact that time is a true formof energy.

The disclosed method and system decreases hydrocarbon and CO in exhaustfluid by means of structural and pressure modification at the cylinderlevel of an engine by using a space occupying structure within acylinder. Further, fuel requirements are decreased to perform certainmechanical work tasks by means of having the combustion space containedwithin a moving body that is in relative motion with the cylinder. Thesystem and method uses relative motion for saving energy, where suchsaving is in exchange with time according to Newtonian relativity andGalilean transformation.

The herein disclosed methods may include: 1) a hybrid engine methodutilizing two sources of force at the cylinder level. 2) A method ofexhaust fluid filter work at the cylinder level by converting biggerportion of CO and free hydrocarbon radicals into manageable CO2, N2, andNO2 by increasing the relative internal pressure and decreasingcrank-shaft piston speed. 3) a method of cutting on vibration by usingan occupying structure as a shock absorber. 4) A method of saving energyby means of using an occupying structure as a second frame in aNewton-Galilean relativity. 5) a time dependency method of energyexchange and savings.

Since many modifications, variations, and changes in detail can be madeto the described preferred embodiments of the invention, it is intendedthat all matters in the foregoing description and shown in theaccompanying drawings be interpreted as illustrative and not in alimiting sense. Thus, the scope of the invention should be determined bythe appended claims and their legal equivalents.

What is claimed is:
 1. A mechanical engine cylinder system, comprising:a cylinder including an internal space; an occupying structure; and acrankshaft piston; wherein the internal space of the cylinder ismodified by the occupying structure such that combustion pressureapplied to the crankshaft piston is applied to a smaller surface area ofthe crankshaft piston during an early part of an expansion stroke and toa larger surface area of the crankshaft piston during a later part ofthe expansion stroke; wherein the occupying structure is a movablestructure relative to the cylinder, and wherein movement of theoccupying structure is controlled by one or more forces applied by aforce application mechanism; and wherein the force application mechanismis responsive to throttle position by way of throttle position sensorssuch that one or more forces applied to the occupying structure aredependent on throttle position.
 2. The system of claim 1, wherein thesystem is configured such that combustion occurs within a cavity of theoccupying structure to apply combustion pressure to both the occupyingstructure and the crankshaft piston.
 3. The system of claim 1, whereinthe force application mechanism is configured to apply a retractingforce to the occupying structure during the expansion stroke.
 4. Thesystem of claim 1, wherein the force application mechanism is configuredto apply an advancing force to the occupying structure during theexpansion stroke.
 5. The system of claim 1, wherein the system isconfigured to partially, execute a compression stroke during theexpansion stroke by applying a force to the occupying structure via theforce application mechanism.
 6. The system of claim 1, wherein thesystem is configured to perform intake, compression, expansion, andexhaust functions within two strokes per combustion.
 7. The system ofclaim 1, wherein the force application mechanism includes anelectromagnetic actuator.
 8. The system of claim 1, wherein the forceapplication mechanism inclu a hydraulic system.
 9. The system of claim1, wherein the force application mechanism includes a forced inductionsystem.
 10. The system of claim 1, wherein the system is configured todeliver fluid to an intake side of the occupying structure to increasecylinder pressure and engine acceleration.
 11. The system of claim 1,wherein the system is configured to cause engine deceleration byapplying a retracting force to the occupying structure.
 12. The systemof claim 1, wherein the system is configured to cause engineacceleration by applying an advancing force to the occupying structure.13. A method of introducing an occupying structure within a cylindersystem, the system including a cylinder including an internal space, andthe system including a crankshaft piston, the method comprising:modifying an internal space of a cylinder using the occupying structuresuch that pressure applied to the crankshaft piston is applied to asmaller surface area of the crankshaft piston during an early part of anexpansion stroke and to a larger surface area of the crankshaft pistonduring a later part of the expansion stroke; and executing apressure-increasing action within a cavity of the occupying structure toapply pressure to both the occupying structure and the crankshaftpiston; and wherein the cylinder is a hydraulic cylinder, and whereinthe fluid is a hydraulic fluid.
 14. The method of claim 13, wherein thecylinder is a combustion cylinder, and wherein the fluid is acombustible fluid.
 15. The method of claim 13, wherein the methodfurther comprises: applying a retracting force to the occupyingstructure during an expansion stroke.
 16. The method of claim 13,wherein the method further comprises: applying an advancing force to theoccupying structure during an expansion stroke.
 17. A mechanical enginecylinder method using a system, the system comprising: a cylinderincluding an internal space in which fluid is introduced, and acrankshaft piston configured for reciprocating motion in the internalspace; an occupying structure; and wherein the internal space of thecylinder is modified by the occupying structure by insertion of theoccupying structure to displace a portion of the internal space, suchthat the occupying structure reduces a fluid intake, and such thatcombustion pressure applied to the crankshaft piston is applied to asmaller surface area of the crankshaft piston during an early part of anexpansion stroke and to a larger surface area of the crankshaft pistonduring a later part of the expansion stroke; wherein the system isconfigured such that combustion occurs within a cavity of the occupyingstructure to apply combustion pressure to both the occupying structureand the crankshaft piston; wherein the occupying structure is a movablestructure relative to the cylinder, and wherein movement of theoccupying structure controlled by one or more forces applied by a forceapplication mechanism; wherein the force application mechanism isresponsive to throttle position by way of throttle position sensors suchthat one or more forces applied to the occupying structure are dependenton throttle position; wherein the system is configured to partiallyexecute a compression stroke during the expansion stroke by applying aforce to the occupying structure via the force application mechanism;wherein the system is configured to have an initial movement of theoccupying structure drag combustion fluids and forces in the directionof the camshaft piston to absorb part of the engine vibration forces;wherein the occupying structure changes direction during the expansionstroke; wherein the system is configured to perform intake, compression,expansion, and exhaust functions within two strokes per combustion; themethod comprising: actuating the crankshaft piston during an expansionstroke in a first direction; during the expansion stroke, advancing thecylinder occupying structure into the internal space of the cylinder incorrespondence with motion of the crankshaft piston; actuating thecrankshaft piston during a compression stroke in a second directionsubstantially opposite to the first direction; and during thecompression stroke, retracting the occupying structure from the internalspace of the cylinder in correspondence with the motion of thecrankshaft piston; and wherein the occupying structure is a movablestructure relative to the cylinder, and wherein movement of theoccupying structure is controlled by one or more forces applied by aforce application mechanism; wherein the force application mechanismincludes a hydraulic system.